Posts Tagged ‘company policies’

Understanding the New Hours-of-Service (HOS) Rules

June 17, 2013

Confused over the Hours-of-Service rules

Photo by jonny goldstein via Flickr

Unless you’ve just beamed in from another planet (or you’re a non-trucker), you’re probably aware of the new Hours-of-Service rules that are looming. But do you understand them fully? From some of the feedback I’ve been getting on Twitter and the blog, I’d say there’s still some confusion out there. The Bible flat-out says that all Christians will be persecuted. Well, I’m pretty sure some Bible-thumper at my company has been Skyping with God on my behalf. You see, my company recently decided that I would be one of the lucky ones who got put on the new Hours-of-Service rules a few weeks early. You know, just to try it out. *sigh* Well, I guess this kind of persecution is better than being around when Nero was kabob-ing Christians to light his garden parties. So thanks for that, God. (Read or listen to the full article)

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Guest post: Benefits of Semi Truck Weight Compliance. By Noble McIntyre

September 12, 2012

Photo by Linda N. via Flickr

Hello, one and all. First, a quick update on the status of the new Web site. Things are coming along slowly, but surely. I recently fixed a major problem I’ve been having; so that’s good. But I’m still missing a major component, so you’re gonna have to control your giddiness. I’m sure you’ll manage somehow. Still, I have a feeling that I’m eventually going to have to crack this sucker open to the public with a few lingering quirks. It’s like choosing someone to marry. If you’re waiting for perfection, you’re never going to do it. The Evil Overlord is the exception to the rule. She really hit the jackpot there.

So what’s this about a guest post? Well, if you remember correctly, I told you in our last visit that I was working on providing a couple of guest posts to fill the Sandra Bernhard-sized tooth gap between the posts I’ve written.

Today’s treat is brought to you by a gentleman named Noble McIntyre. Now I’m not positive, but I think Noble may be a bit clairvoyant. A while back, I began playing with the idea of asking for submissions for a couple of guest posts to fill in the gaping hole that the blog was becoming. Not long after, I received an email from Noble asking if I accepted guest posts. I’m telling you people… clairvoyant. I’m guessing that skill comes in handy with his day job. You see, Noble is an attorney. That’s gotta be pretty darn handy to get into the minds of the opposing counsel. And before you say it, yes, I know it’s hard to believe a lawyer was perusing my blog, but that’s just further proof that I rock. I’ve been telling people that for years, but no one ever listens.

So let’s get on with today’s submission. Afterward, I’ll be back to share my thoughts on the subject. Here we go. And oh yea. You ladies may want to check out Noble’s picture at the bottom of the post. He’s a handsome devil, he is. Hands off though, ladies. He’s already been snagged off the market. Sorry to disappoint.

Benefits of Semi Truck Weight Compliance: by Noble McIntyre

It’s human nature to want the most benefit for the lowest cost. It may seem more efficient to load a semi truck to maximum capacity—or more—in order to transport more merchandise in fewer trips. That works in theory, but not always in practice. I’ve taken on semi truck cases that came about when someone was injured due to some sort of negligence on the part of a truck driver or a trucking company like, for example, overloading a truck. And accidents involving a semi have the potential to do much more damage when the truck is heavier than is legally allowed.

Surpassing truck weight limits can also cost more in fees and fines when trucks don’t pass inspection at highway weigh stations. But additional costs in fuel, maintenance, and safety must be considered as well. Here are a few of the ways ignoring trucking weigh limits can increase costs, and affect the safety of not just the truckers, but passenger vehicle drivers.

Road Fatigue

Highways are built to withstand a lot of wear—vehicles driving over them, harsh weather, heat, cold. They’re also constructed with certain weight limits in mind. When those limits are surpassed, the road suffers and begins to wear down more quickly than planned. This not only makes for uncomfortable driving, it increases road maintenance costs for the states the highways run through, and those costs are passed on to the taxpayers. By complying with weight limits, truckers and trucking companies can help roads last longer, and reduce maintenance costs, thereby saving states money that can be put toward other public needs.

Wasted Fuel and Time

It comes down to simple power-to-weight ratio—the heavier a truck is, the more power required to propel it. When a truck is loaded over its maximum weight, it will require more fuel to travel the same distance at the same speeds as a lighter truck. In addition to wasting fuel, this will also translate to higher costs for the trucking company because of the need to buy fuel more often. It also means lost time to stop for those fueling needs. Those costs are most likely passed on to the consumer. By adhering to weight limits, truckers can save time and money both for the trucking company, and for the people who buy the products being transported. For those of us concerned about the effect high food costs have on our communities, it’s frustrating to know that some of those costs could be more reasonable if weight limit regulations were strictly followed.

Safety

When loaded to maximum weight, the stopping distance for semi trucks is roughly 40 percent greater than that of regular passenger vehicles. This is assuming fair weather and road conditions. That distance will increase when roads are wet, for example, or when the truck is traveling above the speed limit. Now imagine how the stopping distance is affected when a truck is carrying more than the allowed maximum weight. Even in good weather, the distance is increased, not to mention, a heavier truck will do more damage to other vehicles and to property should an accident occur. Weight compliance promotes safety for the truck, its driver, and other drivers on the road. I would be more than happy to accept a reduction in the number of clients I have if it meant fewer people were being injured in trucking accidents due to poor practices.

The trucking industry remains the most effective tool in transporting goods from one location to another. There is plenty of room for improvement, to be sure. But until technological and mechanical advances come about that improve efficiency, current safety standards must be maintained. The benefits simply outweigh the costs.

Noble McIntyre is the senior partner and owner of McIntyre Law, a firm staffed by experienced Oklahoma City truck accident lawyers.

 

 

 

 

 

Good stuff, Noble. Thanks for entertaining and informing the peeps. Now from a trucker’s view, let me add a few thoughts of my own.

For quite a while now, my company has been sending out a satellite message about once a week reminding us to route around the Pawtucket River Bridge on I-95 in Rhode Island. It seems that about once a week one of my highly intelligent co-workers gets a ticket for crossing the bridge. You know, the bridge that has been marked as truck restricted since 2007. The one marked by those bright orange signs that are really hard to see. Yea, those. I just don’t get it. If a bridge is clearly marked as illegal, why would anyone cross it? Why not take the marked route? It’s not that far out of the way. Yet the coppers in Rhode Island have been picking trucker’s pockets clean for years. These fines aren’t cheap either. We’re talking maximums of $2000 plus. Ouch-a-mundo! But then there are times when things aren’t quite so clear-cut.

Now there isn’t a trucker out there who hasn’t come across a situation that can’t be avoided. Sometimes by the time you see the weight restriction signs on the bridge, you’re already crossing it. Oops. But hey, when you looked at the trucker’s atlas during your trip planning, the road was clearly marked in orange! For you non-truckers; roads highlighted in orange are supposed to be open to trucks. Most of the time, they’re right. But some of the time they neglect to mention that it’s okay to run the road, providing you’re under the weight limit. That would be the weight limit that isn’t posted anywhere in the atlas.

Other times, you find yourself stuck between an FMCSA rule-maker’s head and a hard place. There you sit, staring at a weight-restricted bridge in the dead of night. You followed your company-supplied directions to the letter. Yet there you are. You’ve got no place to turn around. What now? I wrote about this exact scenario in a blog post called Trucking in the Northeast. Sometimes you gotta do what you gotta do. I find that prayer helps.

But what about running with an overweight load? Truck drivers do it all the time. But why do we do it? Because your dispatcher says to do it? Sorry dudes and dudettes, but that crap ain’t gonna fly here. Drivers, you’ve gotta think about this. It’s your license. It’s your ticket. It’s your money that’s gonna pay the fine. It’s not a point of pride to say, “I can find my way around any scale.” Okay great.

What good does it do? It takes more fuel to go around the scales. The back roads always take longer too. So why do we do it? Yeah, it’s a pain to take the load back to the shipper for reloading. Yes, it’s annoying to stop five times to fuel in a 600 mile trip just to keep your load legal.

But notice I kept saying “we” truckers. Yes, @DriverChrisMc, I just called myself a trucker again. Mark it on the calendar. The thing is, I’ve done all this myself. I routed around all the weigh stations once a long time ago. I found it stressful and never did it again. Sort of. What I will still do is route around ONE scale if I know I can burn off enough fuel before I get to the rest of the chicken coops (weight stations–a little trucker-speak there). But why even do that?

Well, I know why I do it. Because the places where I load, you either take that load or you sit and idle your truck until you burn off enough fuel to run the load. I’ve asked the company to cut the load. They won’t. I’ve asked to deadhead to get another load. Nothing else in the area. That’s not hard to believe when you’re in the wasteland known as North Dakota. And this is why I NEVER fill my fuel tanks any more. 3/4 max for me. Less if I’m anywhere in the vicinity of one of our 46,350 pound sugar loads.

I guess if you’re an owner/operator, I can maybe see the point of dodging all the scales on an entire trip. Maybe it was “take the load or don’t get paid.” That’s your choice I guess. Just remember that not only are we all breaking the law, but we’re also defying every reason that Noble just laid out. And shame on us all for dissing the Noble.

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Are All These Changes Good for the Trucking Industry?

January 26, 2012

Photo by johanohrling via Flickr

The new Hours-of-Service rules, texting and cell phone laws, the CSA, and my personal nemesis and eternal torturer of my soul, Electronic Logbooks, all claim to make the trucking industry safer. But do they? Let’s take a look at that. We’ll discuss the issues first, then sum it all up at the end. May as well tackle these puppies in order. And yes, tackling puppies is perfectly okay if they’re barking for no reason.

So about these new Hours-of-Service rules. Well, truck accidents are at a 60-year low, so naturally, it’s time to change the rules. Oh boy. Where to start? I guess we really only need to focus on a few of the rules that will affect the majority of drivers. For a complete list of the Hours-of-Service changes, click here.

The 11-hour rule: Well, for once we lucked out. The powers who know whats best for us had wanted to reduce our daily driving sessions to 10 hours. They lost. For now. Don’t expect this to go away though. They’ve already said they’re going after it again. Yay.

The current 34-hour restart rule: The old rule said that if you took an uninterrupted 34-hour break, you got to reset your 70-hour work week. Why was this rule important to drivers? Because if you reset your 70 hours, you could squeeze in 82 hours of working within that week. Thanks to @TameraGeorge1 for pointing me to an article on this.

The new 34-hour restart rule: Used to be, you could take your 34-hour break any time you wanted. Now it has to include two periods between 1:00 AM – 5:00 AM, home terminal time. Granted, they wanted the hours to be from 1:00 AM – 6:00 AM, but they relented. Bless their hearts. But why did they want specific times at all? Well, the divine rulers of all things sacred and righteous said that they wanted us to be sure to get two periods of “overnight” rest. How thoughtful of them. In reality though, these people know trucking about as well as I know the commodity market. They’re pretty sure that we need to sleep sometime and I’m pretty sure that you can sell a pig. That’s about the extend of our knowledge. The difference is, I’m not trying to tell them how to run the commodities game.

So what’s the problem with the new rule? Let me sum it up for you. The new 34-hour rule is as worthless as a drunk Harley rider in a motocross race. Why? Because we truckers don’t sleep when normal folks sleep. Sure, 1:00 AM to 5:00 AM might be prime sleeping time on one day, but two days later it’s the middle of your driving shift. They just can’t comprehend that not everyone has a 9 to 5 day job and not everyone sleeps at night. The concept truly is beyond them.

Now let’s be honest here. The current 34-hour rule is hard enough to do as is. The trucking industry simply moves to quick. The last thing anyone wants is to leave a driver sitting for 34 hours. I can’t count how many times I’ve gotten 30-32 hours into a 34-hour break, only to have to cut it short to pick up a load by a certain time. In other words, freight has to be really freakin’ slow to sit still for 34 hours. Kinda like right now. I’m writing this in the midst of what is looking to be a 42 hour shutdown. Still, that doesn’t happen all that often. Especially this marathon sit-a-thon I’m tolerating today.

So now we’ve got a time restriction on top of all that. It’s not all that often that I get shut down for 34 hours. But now it has to be 34 hours starting and ending at a particular time. I’m sorry, but I really don’t see the shippers staying in touch with my dispatcher to find out if their shipping schedule works with my 34-hour restart.

You can only do one 34-restart per week: This one is pretty self-explanatory. Although it really doesn’t matter, since we’ll be hard pressed to get even one restart per week. If you have enough time to get a second restart within a week, you’ve got bigger problems than it not being legal.

The 8-hour break rule: Basically, you can’t drive more than 8 hours without taking a break of at least 30 minutes. Personally, I can’t wait until I have to refuse a load because the delivery is 9 hours away and a 30-minute break would make me late. Honestly though, for the vast majority of drivers this will have little effect, as most stop at some point in their day to eat. It probably will affect me as I typically eat my mid-shift meal on the run. I’m sure I’m not the only one. Speaking of distracted driving. . .

Distracted driving laws: No texting for truckers. No cell phones for truckers. What’s next? No iPods for truckers? No CD players for truckers? No GPS for truckers? No CB’s for truckers? Okay. I admit. I’d be all right with that last one. But hey, why not get rid of the  gauges on my dashboard? I do look down at them ever now and then. Better get rid of all the billboards too. And while you’re at it, Corvettes are no longer allowed on the roadway. And that beautiful river? Better dam it up. I can’t be caught looking away from the road. And of course, my e-log unit needs to go. All that beeping is waaaaay too distracting.
The CSA, or Comprehensive Safety Analysis: This fairly new system is the FMCSA’s attempt to get rid of bad drivers and bad carriers by assigning points for naughty behavior. If a driver gets too many points, they’re a hiring risk. And since those points transfer to the trucking company, they want to get rid of bad drivers. Problem is, you can be cited for all kinds of things that are out of your control. For instance, I recently got a warning for speeding (I actually wasn’t). Even though I didn’t get a ticket, I still got points on my CSA. Here’s that story and my complete thoughts on the CSA. Also, if a tail light burns out in mid trip, that’s considered unsafe and I get points. But the last time I checked, my eyeballs were restricted to my head. Now if I could just take them out and hang them 70 feet out my window I could’ve seen that burned out light. Oh wait. Can’t do that. That would be distracted driving.
The cursed E-logs, or Electronic Logs: I have so many musing on e-logs that I’m not even going to link to them all here. Just go up to the handy-dandy search bar, type “e-logs,” and mark off a day-and-a-half on your calendar. Okay. It’s not that bad, but I have written extensively about them. My hatred is known far and wide. I’m pretty sure that even that rice farmer in rural China has heard about it by now.
Okay. So back to the question: Are all these changes good for the trucking industry?
Well I guess that all depends on which part of the trucking industry you’re talking about. In short, I think the changes will be good for the safety aspect, so-so for the trucking companies, and downright awful for the driver and their bank account. Gee. There’s a surprise.
First, I think when it comes to safety (which this is supposedly all about), adding time restraints to the 34-hour rule change won’t have near the effect that the trucking godheads believe it will, mainly because I don’t think drivers are going to get it very often, if ever. But this is not good news for the carriers and the drivers. You see, the whole point of the 34-hour rule is to reset your 70-hour work week, enabling you to work more hours, which in turn puts more money in yours and the carriers’ pockets. But if they’ve now limited the work week to 70 hours, what’s the point in having the rule at all? Is it just me, or am I totally missing something here? I guess it will make doing your paper logs easier with a reset, but other than that this rule is as pointless as a lead life jacket.
As for the 8-hour rule, I suppose the more breaks you take in a day, the more alert you’ll be. And if you have to be down for 30 minutes, maybe so many drivers won’t be eating while they’re driving. So I guess you can mark that as a plus for the safety side. As for the carriers, they may experience a few more late deliveries, but that probably won’t happen very often either. As for the drivers, maybe being forced to stop will allow them to quit eating so much fast food. Maybe. Okay, that’s a Mr. Fantastic-sized stretch.
Now for distracted driving laws. This one is probably good for safety. . . as long as they don’t take it too far. Although they may have already crossed that bridge. As bad as I hate to admit it though, distractions do cause us to take our eyes off the road for a brief moment. I think if we were all honest with ourselves, we’d admit this. How many times have you done something while talking on the phone or fiddling with your CB that you never would’ve done if you weren’t? I mean, that’s never happened to me, but maybe it has to you. But where does it all end? With nothing to listen to and nobody to talk to, how long will you be driving before your eyelids come crashing to the ground? Sorry, but the surrounding traffic is better off with me texting (not that I’m advising that) than me asleep behind the wheel. Hey, that’d be a good name for a band. Oh wait. . .
Next we tackle the puppies. I mean the CSA. We’ve already tackled the puppies. As bad I hate to admit it, I believe that the CSA is going to be good for safety. They’re trying to weed out the bad drivers and the carriers who turn a blind eye to safety issues that their drivers are pointing out. Unfortunately, some good drivers with bad luck, a bad day, or even bad timing are going to get caught up in this mess. One bad thing could screw up an otherwise excellent career. Still, I know from my own experience that the CSA has caused me to do some things I haven’t done in the past. That license plate light that’s burned out? Yea, I fixed that. That missing mudflap? Yep. Went to the shop for that too. Watching my speed more closely? Yep. So blame the CSA when you get behind me and I’m doing the speed limit. Yes. I’m now that annoying guy.
As for those hell-spawned e-logs, well, I’d really rather eat a turd casserole than admit what I’m about to say, but here goes. I think that e-logs are good for safety. Gosh, I feel like banging my head against a dresser drawer like Dobby for saying that. The fact is, there’s absolutely no way to cheat. I’ve heard drivers say they can cheat with e-logs, but I think they’re probably so used to lying on the CB that it’s spilled over into their e-logs. I’m sure most carriers love them because they don’t see as many log violations. But is this good for the driver? Well, it keeps them from cheating and it makes them run legal logs, but I stand by it when I say there needs to be more flexibility. Add more flexibility to the Hours-of-Service rules and e-logs won’t be such an issue. I won’t be holding my breath on that one though.
So where does that leave us drivers? Well, I don’t really care. The new Hours-of-Service rules don’t kick in until July 1, 2013 and I’ll be off the road and out of the trucking industry for good by then. Yea. Like I haven’t been saying that since 1997.
*What do you think about all these changes? Let us all hear your thoughts by leaving a comment. And please give this post a rating and force it onto all your unsuspecting online friends. Thanks*

A Trucker’s Thanksgiving

November 21, 2011

Gobble, Gobble

Photo by r_gnuce via Flickr

Well, it’s that time of year again. It’s time to slap-fight your siblings for the drumstick and have spoon duels over the last dollop of Cool Whip, because we all know pumpkin pie just ain’t right until you can’t see the plate beneath the pie.

More importantly though, it’s time to look around us and give thanks for everything we have. For being blessed with an annoying brother who called dibs on the drumstick before you. For your superior health, which enables you to punch him hard enough to leave a giant bruise. For the job that you hate. You know, the job that put that turkey on the table. The job that paid your bills all year. The job that the dude in the unemployment line would kill for. Yes, I know I’m among the guiltiest in this regard. Thanks for pointing that out. Now shut your face.

So that’s what I’m here to do today: count my blessings. And since I’m such a ooey-gooey, touchy-feely, sentimental kinda guy, I’ll do so in my typical fashion. Here are the things that this trucker is thankful for. As expected, let’s start out with:

  • Thanks to the inventors of electronic logs for wasting my valuable time. As if my trips to the mall with The Evil Overlord weren’t enough torture for one man.
  • Thanks to the driver who insists on going the speed limit in the fast lane. I hadn’t realized it was your job to police me. Thanks for keeping me in line.
  • Thanks to all those drivers who slow down when you see a cop, even when you’re not speeding. I hear that if a cop sees you do this, he’ll pull you over and give you an ice cream cone.
  • Thanks to all you good folks who overspend your budgets. Your greed = my freight.
  • Thanks to all the credit card companies who promote this overspending. May your consciences be clear as you sleep on your $800 pillow lined with kitten fur.
  • Thank you to the medical profession for extending life expectancy. It’s going to take every last second of life to pay off these stinkin’ credit cards. Dang. My balance just went up again. Who knew there was such thing as a badmouthing fee?
  • Thanks to all the rubberneckers who bring traffic to a near standstill, even though whatever is happening is on the opposite side of the highway.
  • Thanks to that police officer who issues me a ticket for having a light out. You know, one of those three tiny, but extremely crucial clearance lights that are above my trailer doors. Whew! Did you see that? That airplane almost rear-ended me!
  • Thanks to all the drivers who try to close the gap when I flip my turn signal on to switch lanes. No worries. It’s not like I can’t take the spot after you pass. Aw crap. The next guy punched it too. And the next… And the next…
  • Thanks to all the truckers who tailgate 4-wheelers. Nothing says “professional” quite like a rear-view mirror full of grille.
  • Thanks to the woman who puts on her makeup in 65 mph rush hour traffic. We all know how important it is to look pretty when there’s an open casket.
  • Thanks to all those 4-wheelers who like to hang out in a trucker’s blind spots. Oh well. Out of sight, out of mind. Never you mind that pesky turn signal light that’s making the side of your face glow.
  • Thanks to the driver who locks up his brakes in front of me because he missed his turn. I’ve really been needing to check the integrity of my brakes. Too bad they work.
  • Thanks to the DOT, the FMCSA, the CSA, and all the other organizations who love truckers enough to regulate them. It’s nice to know that you can make me log it if it takes more than 7 minutes to pee, but you can’t make a receiver unload me in less than 3 hours.
  • Thanks to the trucker who parks in front of the fuel islands for extended periods of time. Yes, I know you had fuel card problems. I saw your fuel receipt through the Subway bag with toilet paper stuck to it.
  • Thanks to all the drivers who figure out where the gas pedal is after I start to pass you.
  • Thanks to all the 4-wheelers who go 5 mph under the speed limit on 2-lane highways. It’s a good thing I’m not driving this truck to make money or anything.
  • Thanks to the driver who writes SHOW YOUR HOOTERS in the dust on the back of the trailer. Public opinion: 1 Trucker’s reputation: 0
  • Thanks to the truck who parks crookeder than a homemade TV antenna. I hope you weren’t emotionally attached to that side-view mirror.
  • Thanks to the state of California for making us truckers stay in the far right lanes. It’s not like that’s where all the other vehicles are trying to enter the roadway or anything.
  • I’d also like to thank California for making trucks go 55 mph. We all know how dangerous those tumbleweeds can be.
  • Thanks to the driver who pulls out in front of me from a side street. I’ve been meaning to work on my slalom skills.
  • Thanks to my company for banning all cooking devices from my truck. There’s nothing quite like a cold bowl of Captain Crunch on a blustery winter’s night.
  • Thanks to the inattentive or unyielding trucker who won’t back out of it for two seconds so a slightly faster truck can get around him quicker. I’m sure all those drivers stuck behind you will be talking about the nice trucker when they get to work.
  • Thanks to the DOT for their hours-of-service rules. How would I know when I’m tired without your infinite wisdom?
  • Thanks to the drivers who feel the need to go 25 mph in a 45 mph construction zone. Good thing you’re clairvoyant. Those construction workers are always putting up the wrong speed limit signs.
  • Thanks to all the businesses who put up NO TRUCK PARKING signs. I nearly forgot that my money is less valuable than everyone else’s.
  • Thanks to all the worthless pile of dung truckers who use these parking lots as trash bins and toilets. I’m sure that has absolutely nothing to do with those NO TRUCK PARKING signs.
  • Thanks to all you 4-wheelers who are so kind as to allow me to hang out in the fast lane after I’ve scooted over to help you merge onto the highway. Oh, I’m sorry. I didn’t realize you were on the phone.
  • Speaking of on-ramps and phones, thanks to the driver who can’t be bothered to put away his cell phone as he’s barreling down the on-ramp. I guess the two cars to the left of me forgot to use their X-ray vision to see you trying to push me over. I know, right? What a waste of super powers.
  • And yet again, thanks to all those wishy-washy 4-wheelers who can’t make a decision when they get to the end of the on-ramp. Yes, I know being 3 car-lengths ahead of me will make it an impossibly tight fit, but why don’t you try anyway.
  • Thanks to the Christians who write Bible verses on the bathroom walls. Nothing says “Jesus loves you” quite like vandalizing someone’s property.
  • Thanks to all the shippers and receivers who value my time so much. Everyone deserves a 5-hour nap in the middle of their workday. Right?
  • Thanks to the soccer mom who cuts across three lanes in front of me to get to her exit ramp. My doctor has been saying I need to increase my heart rate more often.
  • Thanks to the person who flips me the bird for riding out in the left-hand lane. Clearly I misread that sign that read, TRUCKS LEFT LANE ONLY. My bad.
  • Thanks to all the good citizens who vote for anti-idling laws for trucks. While you may not die from harmful gas inhalation, you’ve dramatically increased your shot at getting run over by a trucker who was unsuccessfully trying to sleep in a pool of his own sweat.
  • And finally, thanks to the truck stop owners who wants $37 for a small bottle of Pepto-Bismol. When you’re looking for your place of torment in hell, just follow the signs that say, EXPLOITED A DIARRHEA SUFFERER.
Well, there you have it; a list of things to be thankful for. Yes, I know. Heartfelt is my middle name. That’s just me.
So, what are you thankful for this Turkey Day? As soon as you get done clobbering your brother with that drumstick you stole, why don’t you pop on over to the comments section and leave your thoughts. I’d appreciate it if you’d wash your hands first. I don’t want you touching my comments sections with those greasy turkey fingers. I swear. We can’t have anything nice in this house.

Arguing E-logs

October 28, 2011

Unless something unprecedented happens in the near future (my company changes a policy for the better), this should be the last in a long series about e-logs. Now I know that you’re probably already in the midst of doing a happy little jig about this wonderful news, but let me explain why this should be the last. I can do so in one sentence. Nearly every argument I make against e-logs is comparing it to the illegal ways I can manipulate paper log books.

I’ve had questions about electronic logs before I even got them. Check out Fear and loathing of electronic logs for my initial thoughts. Turns out, most of my fears were warranted. For example, let’s take a brief look at my first run that I took while sneering at my shiny new e-log unit.

Basically, I was pissed because I figured my time wrong (a rookie mistake) and therefore delivered my load late (details in E-logs: My first impression). If I’d have still been on paper logs, I undoubtedly would have taken off a bit earlier because I knew I could fudge the log book a little bit. But the unrelenting clock on the e-log system doesn’t allow that.

Now, would I be hurting anyone if I left an hour or two early so I could avoid being in a rush and possibly have a chance at delivering early? I don’t think so. I’d had plenty of sleep. I’d been off-duty way longer than my mandatory 10-hour break required. This all makes sense to a truck driver, but try arguing this point to the authorities and you’re talking to the wind. That’s because leaving early and marking your log book after you get somewhere is illegal.

Here’s another example. One of the things that most makes me want to hand my e-log unit to my youngest nephew (that kid can destroy anything with the slightest touch) happens when I’m trying to find a parking spot late at night (find a perfect scenario in E-logs: Do they really increase driving time?).

With e-logs you have to start looking for a parking spot earlier than most drivers would like because you have to be parked when the e-log clock clicks down to zero. That means I have to start looking for a place to park at about the 10-hour mark. But on paper logs, I can utilize more of my drive time by pulling into a truck stop when my 11 hours of driving is up. If I can’t find a spot there, I just show stopping there for the night and I drive on to the next available parking. If it took me another 30 minutes to find parking, I’d just leave 30 minutes later the next day. Again, this is illegal according to the folks who supposedly know what’s best for us truck drivers.

What about how e-logs keep on counting down your time when you’re in rush hour traffic? I really hate that because when I was on paper logs I could just show that I stopped at a truck stop to wait out rush hour. I mean, what’s the difference? Either I’m creeping along in rush hour or I’m sitting in a truck stop for an hour. But again, logging yourself at a truck stop while you’re sitting in traffic is illegal.

So there’s my point. I’m trying to convince everyone that e-logs suck because I can’t run illegal like I used to do. Regardless of the fact that these illegal acts don’t really hurt anyone. That’s really what it boils down to and ultimately why all arguments against e-logs will fail worse than a 98-pound sumo wrestler.

Now here’s another side of the coin. Sometimes I’ve wanted to prove a point about e-logs, but I can’t because doing so would backfire like Elmer Fudd’s shotgun when Bugs sticks his finger in the barrel. Usually it winds up being a case of “logging it as you do it.”

First up is how we drivers log at customers (shippers and receivers). Every company I’ve worked for has crammed the phrase “log it as you do it” down my throat. Yet without fail these same companies have told me to log 15 minutes of On-Duty time (mandatory by most carriers) as soon as I get there or just before I leave. Why then? Because not doing so could totally screw up a 10-hour break and make me as inefficient as scraping your windshield with a nickel. Let me explain.

Say I pull into a receiver at 2 AM and I log myself in the Sleeper Berth. My appointment is at 8 AM. So if I’m “logging it as I do it” I should put myself on the On-Duty line for 15 minutes at 8 AM while I check in to the office and back into the dock. Then I’d put myself back in the bunk. But that would interrupt the “continuous” 10-hour break that the law requires. That means I’d have to start my break over again. So by “logging it as I’m doing it” I’d have to be shut down for 16 hours instead of 10; that’s 6 hours before I checked in and 10 hours after.

The company doesn’t want this and neither does any trucker. So in this case, I don’t want to go in and call the company’s scruples into question by saying, “Hey, Mr. By-The-Book! How come I have to log it as Driving while sitting in a traffic jam, but I don’t have to log it as On-Duty when I bump a dock in the middle of my 10-hour break?” Talk about shooting myself in the foot with an elephant gun! What if they thought about it real hard and decided I was right? Which policy do you think they’d change? Yea. That’s what I thought too.

How about the fact that the company only requires me to log 15 minutes to do my pre-trip inspection? What if it takes 30 minutes? Or 45? Well, I don’t want to waste my valuable On-Duty time, so I’m not going to “log it as I do it” in this case either. The company may say that they want you to log it correctly, but they don’t really want you eating up your hours either. Fine by me.

There is, however, one thing I won’t give up on. There is absolutely no reasonable excuse for not making e-logs editable by the driver. Most carriers realize this and have given their drivers a big ol’ pink electronic eraser. Not mine. They’ve set them up according to the DOT “suggested guidelines.” I have no words for how stupid this is.

On paper logs, we could make changes and initial them if we screwed up. With my company e-logs, changes can only be made by a member of the safety department. If no one is there to make the changes until the next morning, I’m still required to “electronically” sign my logs as “accurate” at the end of the day. Since the only button available is to “okay” it, if I choose not to sign, I choose not to move. Even if I’m fully aware I’m signing a log that I know the safety department will change in the morning. And yes, I’ve brought this fact up to the safety director. All I can say is he’d make a good politician. I still don’t have a satisfactory answer.

Am I nitpicking? Yes I am. But a driver’s log book is a legal document that can and will be used to protect or defend us in a court of law. What happens if I have an accident causing a fatality before the safety department changes my log? Yes, the chances are slim, but it is a possibility. The fact is, I shouldn’t even be put in this position. Yet I am. Okay. Now that my blood pressure is testing the integrity of my veins, I’ll just suck it up and accept the fact that my company are boneheads when it comes to e-logs. If it weren’t for the money. . .

Now let’s close this sucker up. You can now see why I’m bringing my unhealthy obsession with e-logs to a close. I just can’t win. Most truckers would agree with everything I said, but throw the argument against e-logs at the lawmakers and I’d end up looking dumber than. . . well, dumber than I actually am. And quite frankly, that’s pretty freakin’ hard to do.

*What do you think about e-logs? Have I missed something? Please leave your comments and give this post a rating while you’re at it. Thanks.*

The CSA (Crappy Sucky Administration)

June 10, 2011

As if the title didn’t tell you all you needed to know, I’m not a big fan of the new CSA rules that the trucking industry is dealing with. In fact, I’d rather jump in the cage with one of those MMA fighters. Being the wuss that I am, it’d be almost as painful as dealing with the CSA, but at least I’d be unconscious in a matter of seconds instead of enduring the never-ending torture that the CSA promises the truck driver.

Okay, so what is the CSA really? CSA stands for Comprehensive Safety Analysis. Now that’s about as technical as this article is going to get. You see, for a change of pace I actually went and tried to do a little research into the CSA before I started writing this article. I gotta tell you, if someone told me my job for the rest of my life was going to involve researching subjects that I care nothing about, I might just join a terrorist group and sign up to wear a bomb vest. Only once I was suited up, I’d walk up and give the head terrorist a big hug, step back, grin, and hit the trigger.

In a nutshell, here’s what the CSA is designed to do. It’s goal is to identify unsafe drivers and carriers. They mean to accomplish this by assigning a “safety value” to both. Basically, anything that a driver can get ticketed for has a value assigned to it. Speeding tickets, parking tickets, driving without your license, equipment violations, preventable accidents, etc.

The carriers get their scores from the drivers who work for them. Any CSA points that a driver receives goes against the carrier too. Now if a driver had collected points while working for another carrier, they don’t transfer to the new carrier when the driver switches jobs. So that’s at least one thing that the CSA got right. The CSA points do stick with the driver through the job change though. They’re like herpes, meaning you’re just stuck with them.

What this means is that drivers are going to be scrutinized even harder when they’re being considered for a job. As if the DAC report wasn’t enough (it shows the history of the driver), now you’ll also have to maintain a good CSA score to be worthy of hiring.

I really don’t have any issues with “grading” a driver, but they should only be graded on things that are under their control. If a driver is speeding, feel free to nail him or her with some points. That makes sense. Clearly if a trucker is intoxicated while driving, they deserve some points… and perhaps a few kicks in the ribs. But what about things that you have little or no control over?

In my 14 years of driving, I can’t honestly remember one time that I went to bed with all my lights working and woke up with a burned out light. There are three situations when I’ll discover a burned out light. One is during my pre-trip inspection when I’m picking up a different trailer. The second is when I’m driving and another driver tells me over the cursed CB radio that I’m “missing an eyeball” (one headlight is out). The third is at the end of a leg of my journey. Maybe I’ve stopped to take a whiz and noticed a dead tail light. Or maybe it’s at the end of my driving shift when I’m doing my walk around.

The point is, lights burn out. Wiring goes bad. Heck, sometimes they just fall out. When does this happen? When you’re driving. So how am I supposed to know exactly when a light burns out? I could do a pre-trip inspection and have a light burn out as I’m driving out of the truck stop parking lot. A cop pulls me over and says I should have done a pre-trip inspection. I did, but how can I prove it? The light was good 3 minutes ago. Am I expected to pull over every minute and check my lights? Uhhhh… no. And that’s just the lights. I haven’t even mentioned air hose leaks and tires with slow leaks. My company has suggested that I should pull over and do an inspection any time I’m getting ready to drive through a weigh station. Really? That’s getting a bit ridiculous, isn’t it? Still, every point I get goes against my record and my future job prospects.

Now some of you may be saying, “Well, usually a cop will let you go get it fixed.” Okay, I’ll give you that. I have been released to get a light fixed, but I’ve also been told to call a repair vehicle to get it fixed. And this leads to another point. What if the cop is trying to be nice by letting you go with a warning? That’s good, right? Well… maybe. It all depends. Those of you who follow me on Twitter know where this is going.

I was cruising around the I-495 loop east of Washington DC and trying to figure out if the FMCSA’s building was within hand grenade distance, when I got pulled over by a couple of Maryland State Troopers. Seriously though, I had seen the smokey sitting in the median as soon as I topped the hill. I glanced at my speedometer and saw I was doing 60 mph. Unlike some of you idiots out there who feel the need to mash the brakes every time you see a cop (even if you aren’t speeding), I just kept tooling along. I knew the speed limit was 55 mph, but I also knew a cop rarely looked at a truck going 5 mph over the limit. That logic is fine, but it kinda gets tossed out the window when his laser gun says I was going 67 mph.

Okay, first of all, I’ve never claimed to be any smarter than a trained cockatoo, but I am smart enough to avoid going 12 mph over the speed limit around the DC loop. I told the cop as much and he said the laser didn’t make those kind of errors. I implied that maybe the operator did. After all, there were plenty of cars screaming around me at 65 and 70 mph. I was expecting to catch attitude then, but I didn’t. Both officers were surprisingly calm at my insinuation.

I went on to explain that my truck was speed-limited at 62 mph at the moment. He said I was going slightly down hill. That’s when I told him that after 14 years of driving, I’m pretty sure I wasn’t dumb enough to let myself go 12 mph over the speed limit. I told him he could tell me I was going 67 mph all he wanted, but I would never believe him. I admitted I had my cruise control set on 60 mph and if he wanted to give me a ticket for that, then I’d accept it without a word.

Maybe he thought I’d fight the ticket, or maybe he just wanted to be nice. Who knows? But after a Level I inspection (that’s just a walk-around and driver credentials inspection), he handed me a clean inspection report and a written warning for the “speeding.” I thanked him and went on my way. Maybe I shouldn’t have thanked him. Here’s why.

I later found out that the CSA gives the same amount of points for a warning as they do a violation. As if that weren’t bad enough, here’s where it gets screwier than a screw-driving contest. The thing is, you can fight a ticket. If you win, you can petition the CSA to remove the points from your record. Great! But how exactly can you fight a warning? You can’t. So in essence, getting a written warning is worse than getting a violation. Will there come a day when we drivers are begging the officer to give us a ticket instead of a warning? Lord, I hope not.

Other than the CSA points themselves, what bugs me most about this is that it goes against the officer’s intention. They wanted to be nice by giving you a warning. They’re saying, “Hey, I could’ve nailed you, but I’m going to give you a pass this time. Be sure to watch yourself in the future.” So what has to happen to fix this? Do you think cops will someday realize that they’re screwing us worse by giving us a written warning? Will they eventually learn that they need to give us a VERBAL warning to be nice to us? I doubt it. Most of the cops wouldn’t know a log book violation if it reached up out of the log book and socked them in the kisser. How are they supposed to follow all the regulations of the CSA?

There is possibly some hope for the CSA. They’ve already shown to retract things that weren’t working or didn’t make sense. So they’ve scrapped the whole system and started over. Kidding. Wish I wasn’t. For example, earlier this year they retracted all points having to do with overweight tickets. I’m not sure what they didn’t like about the criteria, but whatever it was, it was enough to make them give it a second look.

The way it was explained to me was that the entire incident came off the CSA record, but @MightyDeno proved me wrong when he told me that his points had been removed, but the violation was still listed on his record. As another Twitter friend (whom I can’t remember) pointed out, that left it wide open to add the points back in later when they worked out the bugs in the system. Looks like they could eventually get you either way.

So what does this mean for the truck driver as we go forward with the CSA program? Well, for one, I’d say we’ll lose some experienced drivers over this. Whether it’s by their own choice or by bogus CSA points from things out of their control is left to be seen. For those who remain, we can plan on being in the dark for quite some time. Very little is explained to us and not many of us want to dive into research and figure it out. Heck, most drivers I talk to still don’t understand the 14-hour rule correctly. And that rule was issued in 2003. The CSA rules are just as confusing, possibly more so. And you can bet they’ll be changing them on and off to confuse everyone even more.

Recently, another driver and I were looking at the latest statistics issued by the CSA and realized that neither of us knew what the criteria for the results were. We asked dispatch and they didn’t know either. The safety department might have known, but they were gone for the day.

One thing is for sure, my safety director will be getting yet another call from me soon. The latest CSA stats showed that we’ve been surpassed by some companies in the HOS (Hours of Service) category. That category just so happens to be the one that has to do with the cursed e-logs. I’ll be asking him to explain why our company, which doesn’t let their drivers edit their e-logs, has been passed by some companies that I know for a fact have editable e-logs. This is going to be a fun phone call.

*Please give this post a rating and share it with your weirdo friends. Also, leave a comment with your thoughts about the CSA. May as well make up your own name for them too.*

Guest Post: This is the Life. We All Have to be Somewhere. This is My Life. By Jean McHarry

May 26, 2011

Hey! Todd here. Yes. I know you were expecting me, but I won’t be the one entertaining you today. Let me explain. You and I both know I’m a blabbermouth, but sometimes I just don’t know what to say about a particular subject. I had one of those cases back in July of 2010 with a post called Riding Along with a Trucker.

This post was written due to a question I got from Lucinda, a woman who was planning on riding along with her trucker husband, but only as a passenger. She was asking for advice. Well, I’ve never done that and neither had The Evil Overlord, so I enlisted the help of a couple of Twitter friends. Patty, a.k.a. @luv18wheels and @CB_SnowAngel (who apparently has given up on Twitter) gave some sound advice, but I knew I’d want more eventually. That’s how we arrived today at my first guest post.

I don’t plan on doing this a lot, but I thought I knew someone who could both answer the question better than I could and reach meet my required level on the Snark-O-Meter. Recently, I decided to hit up Jean McHarry, a.k.a the infamous @raysunshine77 on Twitter. She’s a first class smart aleck on Twitter and she always cracks me up with her sarcastic sense of humor. I’m also beginning to wonder if she’s a long-lost sister of The Evil Overlord. After much manipulation (I lied and told her I liked her), she finally acquiesced. I think you’ll be glad she did. She did a bang-up job on what she admitted was her first writing assignment since high school. I’ll let her introduce herself. That’s her standing next to her devastatingly handsome husband. Love that macho mustache. Hey, wait a second…

This is the life. We all have to be somewhere. This is my life.

By Jean McHarry

Don’t call me a seat cover! Don’t assume I’m a lot lizard! Don’t disrespect me because you don’t want women taking away a man’s job! Don’t accuse me of not having knowledge of this industry because I ride! Don’t ask me to run away with you cause you have a bigger, badder truck! And for the love of all that is chrome, don’t ask me to move the stupid truck!

I have driven, I’ve dispatched, I’ve loaded and unloaded trailers and I’ve run a truck stop. DOT assumes I’m a driver and will sometimes ask for my log book. I have to produce paperwork to show that I am allowed to be here, that I won’t do anything that would be considered work and I pay for this privilege. I love my life, I love being out here on the road. I enjoy every aspect of being a truck driver except I don’t drive the truck and let’s make this clear, I don’t want to drive the truck and no one is going to make me.

My husband has diesel running through his veins. He says it’s all he ever wanted to do (that’s a small lie, he also wanted to be a train engineer or a boat captain) and I believe it’s all he’ll ever do. I enjoy being out here. I love going new places, meeting new people and just being a little bit of a gypsy. Waking up someplace new and not knowing where I’m going to be tomorrow is a thrill that I truly appreciate. I am a passenger. That’s all I want to be.

I call myself a rolling assistant because I do more than just sit here and look pretty. I spend about a quarter of my time playing navigator. Between maps (both truck and city versions), a functional GPS, the company’s routing, the local directions, and my notes on the local directions, I can tell where we’ve been, where we’re at, where we need to be going and just how long it should take to do it all. This knowledge also helps me with keeping an eye on the weather. Twitter really has been my best friend in this endeavor. Those up to the minute updates that tell me it’s raining in Texas helped a whole lot when we were dealing with blizzards in Buffalo. I keep track of loads and payroll, keep up on all relevant news and generally just keep him company.

I cook. That sounds so simple when you type it. Is there any way to make it simple in the truck? We don’t have a refrigerator, so storage of perishables must be done in a cramped cooler that also holds our water. Canned goods have one cabinet available to them and it can’t be opened without something landing on a foot or head. I carry a crock pot, a lunchbox (it’s shaped just like those old lunch boxes your dad took to work and functions kind of like a crock pot) and an electric skillet. One of these days when I find room, I want a rice cooker but at this point something else has to move out for it to have a home.

We try to eat out of the truck for 18 out of 21 meals. Sometimes we accomplish this, most weeks it’s closer to 14 out of 21. Sometimes, we just need out of the truck. It’s not like eating dinner at the house. Imagine you had to eat every meal with your spouse in the bathroom (just throw a mattress over the tub and put the lid down on the toilet). At some point, you would need a break. Restaurants have so much more space and other people to help carry on conversations. These two luxuries can make a really long day seem like a vacation. Because when there are just two of you, there is only so much to be said and quite frankly if he asks me one more time “whatcha doing?”, I might hit him with a tire thumper.

I clean. That’s another one of those things that sounds so simple but is never as simple as you want it to be. Mirrors need to be cleaned. Glass on both the inside and the outside. Dusting (I hate dust and in a truck, the stuff just reappears the moment you knock it off). To sweep and mop (something I try to do every other day) requires half the truck be picked up and put someplace else while I accomplish such an easy task. The cooler (loaded down with ice, half a case of water and whatever perishables have been purchased for the week), the crock pot, the lunchbox oven, the trash can, 4 pairs of boots, 3 pairs of tennis shoes and the rugs. They must go somewhere. I just wish I knew where. The bed is already loaded down with luggage, a shower bag, my purse, laundry baskets, and a dozen bags of other stuff that one of these days will eventually find a home. Once the floors are all pretty, it all has to be put back. At least until bedtime. Then everything has to be moved back up front so we can sleep.

My goal is to try to make his load a little lighter, especially since I increase the weight of the truck (I have to bring a lot of stuff). Didn’t you see all the stuff I just mentioned? I’d like to have so much more, but there will never be room and I probably wouldn’t use it if I finally got it in here. My resolution each year is to try that whole minimalistic lifestyle. One of these years, it’s gonna happen. Trust me.

I spend my day trolling for news articles to read to him. I download podcasts that we both enjoy to kill the hours of driving. There is only so much music and news you can listen to in an 11 hour day. Even less now, since every hour the whole thing seems to repeat. We joke, we tease, we argue, we repeat.

I spend a huge chunk of my day online. I harass people I’ve never met (and some I never will) on Twitter. I stalk people I do know on Facebook. I farm and tame the frontier. I troll truck driving and cooking forums. He used to complain that I spent most of my day on the computer and phone. He’d ask what could I possibly be doing that would waste 7 hours a day. Why wasn’t I looking at the beautiful scenery and enjoying just relaxing while he drove? Why wasn’t I paying more attention to what was going on around us? That’s what he does. Why couldn’t I do that? I tried to explain.

From my side, with no vehicle to control, just looking at scenery that I’ve seen 100 times isn’t entertaining. It’s like staring at a wall. Now when we go home, I drive. That’s 8 to 12 hours, depending on who we are going to visit. He whines the whole time that he’s bored. I tell him to relax and enjoy the scenery, pay more attention to what’s going on around us. That’s how I get new toys.

I’d like to say we are unique, but that wouldn’t be true. I know plenty of couples out here that are in the same boat we are; one drives and one rides. Anybody that has met him will ask how I spend 24/7 with him. I am heavily medicated. All kidding aside, we love each other and we take care of each other and we are co-dependent on each other. We’ve spent time apart. I didn’t like it. He didn’t like it. I respect couples that team. I respect women that stay at home while their husband is out here on the road. I’ve been there, done that and I don’t plan on going back.

*Todd here again. Please leave your comments and/or questions here and I’ll make sure Jean sees them. You can also contact her directly through Twitter @raysunshine77, email her at janedean77@yahoo.com, or check out her Facebook page. I hear she also doesn’t mind the occasional stalker. ;-)*

Truckers Go Turtle Racing

April 16, 2011

Photo by TheMarque via Flickr

Turtles are cool. If I see one trying to cross the road, I’m the kinda guy that’ll pull over and carry him across the road to safety. That is, unless it’s one of those Teenage Mutant Ninja Turtles. If I see one of them in the road, I’m gonna stick out my tongue, close one eye, take aim, and hit the accelerator. Man, those “dudes” are annoying.

So why would I go out of my way to help a turtle cross the road? Well, like I said, they’re cool, but it’s also because The Evil Overlord likes that about me. What can I say? I’m a sweetie. Still, the main reason is simply because he’s so freakin’ slow. By the way, I do always assume it’s a male turtle crossing the road. My thinking is that the only thing that could make a turtle jump out into traffic is a lady turtle batting her eyes and wiggling her sexy little tail around.

So anyway, why all the talk about turtles? Well, because the trucking industry has its own version of turtles. Only no one likes them. I’m talking about speed-limited trucks. Specifically, I’m talking about two speed-limited trucks trying to pass each other out on the highway. You know; Turtle Racing.

Whether your vehicle has 18 wheels or four, we’ve all experienced a Turtle Race. You’re tooling along in the fast lane, when some trucker jumps out in front of you. You calmly slow down and follow while this truck slooooooowly creeps up and passes the slightly slower truck. I assume you were calm, right? I mean, it only took five minutes for dillmunch #1 to pass dillmunch #2.

Notice that I called both of these drivers “dillmunch.” Besides the fact that I have no earthly idea what a dillmunch is, I still say the turtle race was both of these driver’s faults. It takes two to do the Tango and it takes two to race. If you were to ask most drivers whose fault it is, they’d blame the guy trying to pass. I agree… and I disagree. Let’s take a look at that.

Okay. Say my truck will go a mind-blowing warp speed of 65 mph. I’m coming up on a truck going 64 mph. Sure, I could tap my brake, lower my cruise control, and stare at his trailer doors all day. After all, I am looking pretty smokin’ in those reflective doors. But why should I have to slow down because my truck is faster than his? Wouldn’t it make more sense to let the faster truck get on with his business?

The thing is, it takes two drivers with common sense, professional attitudes, and the willingness to put themselves in the other driver’s shoes. Those are three attributes that are sorely missing in today’s trucking industry. Nowadays, everyone is out for themselves.

Drivers can’t be bothered to let you go around them before they take ten minutes to back into a wide-open parking spot. The same guys don’t have a second thought about butting in line to get to the shipping clerk’s window. Nor do they mind parking in front of the fuel bay while they mosey into the truck stop, stand in line to get their fuel receipt, take a dump, fill up their thermos, and grab some to-go food; hopefully in that order.

These are the same drivers who see the faster truck coming up behind them. They’re the drivers who see you in their mirror as you pull out to pass. The same jerk who can see the traffic stacking up behind you. The worthless puddle of dog vomit that refuses to tap his brakes, even though he can clearly see you’re going to pass him eventually.

Here’s how I try to deal with this. First, I give the driver the benefit of the doubt, trusting that as soon as he notices me, he’ll let me around. Hey, it could happen. Once I’ve caught his beady little eyes looking at me in his mirror, I wait a few seconds to see if he’s gonna back out of it. If he doesn’t, I resort to a drastic step. Well, it is for me anyway.

I break out the “Official Communication Device of Hell”, otherwise known as the CB radio. Again, I’ll be nice at first. Maybe he’s into a good audiobook and the situation just hasn’t registered in his puny little brain. I’ll key up the mic and say in a friendly voice, “Hey driver. How about a little driver courtesy here?” Sometimes that works. Other times, the guy doesn’t have his CB turned on. Can’t say as I blame him for that. Still other times, you know you’ve got a real winner on your hands when he picks up the mic and says, “If you can’t pass me faster than that, it’s not my problem.” Oh my. What do you do with a guy like this?

That’s when I take a deep, calming breath and explain to him that we as drivers are never going to get respect and cooperation from the public if we can’t even get it from our fellow drivers. I’m often filled with awe from their insightful comeback. Something truly wise, like, “Shut up, stupid.”

This is what we’re dealing with out here. All this could be avoided if drivers just had a little common courtesy towards each other. Instead, we’re all faced with turtle racing every day. And as for you four-wheelers, don’t think you’re exempt either. The only thing more frustrating than being stuck behind turtle racing trucks, is to be stuck behind turtle racing four-wheelers. For the love of Pete, folks. Trust me on this. It’s okay to turn your cruise control off. The car manufacturers have thoroughly tested these devices. You’re not gonna break anything. Except for my forehead, which is decisively bashing into my steering wheel with a head-banging force usually reserved for Slayer songs.

So here’s my plea to all drivers. Just get off the road and let me do my job. Okay, I guess that’s a bit impractical. So practically, let’s do this.

  • First, keep your eyes open and pay attention. They key to avoiding turtle racing is knowing when it’s actually happening and then doing whatever it takes to help the situation.
  • If you need to instigate a turtle race, wait until most of the traffic behind you has cleared. If traffic is heavy and you’re going to be holding people up, just tap your brakes and follow the slow-poke until traffic thins. Then mount your attack.
  • If you’re the slower driver, be a sport. Tap your brakes and let the other driver around. It’s not like you’re approaching 88 mph and if you don’t reach it in time, you’ll be stuck in the past… or future.
  • If you’re the faster driver, use the CB to politely ask if the dimwit will let you around. My suggestion would be to NOT use the term “dimwit” when addressing said dimwit.
  • If the slower driver ignores you, or worse, laughs at you, feel free to wave at him as you drive past his window. I leave the amount of fingers you use entirely up to you.
  • If you’re the faster driver, and Captain Slo-Mo just won’t let you around, even after multiple attempts, be the bigger man (or woman). Back out of it, get behind him, and let all the backed-up traffic go on their merry little, un-speed-limited way.
  • Now for the final and most important step. Concentrate hard and wish for the next toilet seat he visits to be infested with crabs. Now, don’t you feel better?
*If you think I’m totally off-base here, or you’ve got some good tips to avoid turtle racing, please share them in the comments section. Also please give this post a star rating. I’m sorry, but the button seems to be broken. It appears that only 5 stars are being accepted at this time. HeeHee And please share this post on whatever social network that sucks up waaaaay too much of your time. 🙂 Thanks.*

All E-logs Aren’t Created Equal

March 30, 2011

Photo by holeymoon via Flickr

I’m piping hot right now, so be prepared to feel the wrath of Todd. Oh heck. Who am I kidding? I’m about as dangerous as a de-clawed, 3-legged, slightly-retarded, incest kitten… that’s asleep.

So what am I so upset about? Well, half of me is pissed at myself for being a forgetful slob. The other part is cheesed at my company for their seemingly never-ending quest to make me hate them. Yes, I forgot to change my duty status on my e-log again. This is the second time this has happened in the last four days. That equals about two hours of my available working hours shot out of a turd cannon. It actually would’ve been three hours had I not called to beg mercy from the safety Nazis at my company.

Yes, I realize this is all my fault. How hard is it to remember to reach up to my little screen and hit the Off-Duty button? Well, apparently pretty hard if your name starts with a T and ends with a D. You’d think after having these cursed e-logs in my truck for three months, I’d be used to them by now, yet I’m not.

I’ve tried to like them. I’ve tried to look at the positive aspects (yes, I grudgingly admit there are a few good things). I’ve taken steps to help remind me to change duty status. I’ve even tried to ignore the things that still bug the heck out of me. Still, these latest goofs have reaffirmed to me that e-logs are only as good as they are set up. There are a lot of things that I hate about the way my company sets up their e-logs, but here’s my company’s worst failing.

My e-logs are set up to default to On-Duty. Here’s how it works. Anytime I stop and pull the brake, it waits a few minutes for me to tell it what to do. This is when I should be entering either On-Duty, Off-Duty, or Sleeper Berth. But if I forget, it automatically puts me in the On-Duty status. And that’s the screwy part.

As a truck driver, I only have so many hours in a week to work. I’d kind of like to be in control of those hours. I don’t need a computer wasting my hours for me. Now if the computer can sense that I want to go to work, by all means, put me on the appropriate line. For instance, if I take off driving, after 1/2 mile it automatically puts me on the driving line. Fine. I’m driving, so clearly that’s what I meant to do. Except of course when I don’t. For more on that read my post called, “E-logs: A second look.” But by and large, if I’m driving, that was my intention.

But why does my e-log automatically assume I want to go On-Duty when I stop driving? Sure, I could be fueling, doing a post-trip inspection, or checking in at a customer. But what if I’m stepping out of the truck to grab some lunch or sprinting towards the bathroom with my hand acting as a makeshift cork? Those are Off-Duty activities. At least I’m pretty sure they aren’t paying me to take a dump. You know, that’s an odd phrase. “Take a dump.” Wouldn’t it be more fitting to say, “Leave a dump”? Imagine that. A bathroom humor tangent. Me. Who’d have guessed?

I’d say that when I stop throughout the day, the majority of my activities are of the Off-Duty variety. I don’t pick up a load every day, nor do I fuel. But I guarantee you that I do use the restroom and eat every day. Multiple times at that. So why not set the e-log system to automatically go to Off-Duty instead? That way, when I’m actually ready to work, I’m the one that is telling the e-logs that it’s okay to start eating away at my precious hours. Oh wait, what am I thinking? This might give the driver some control. And we can’t have that sort of nonsense, can we?

I’m going to sleep on this tonight, calm myself, and have a chat with my safety director about this tomorrow. Hey; he was the one that said to keep in touch. I’m just glad he’s not working tonight. I’m pretty sure I’d get fired if I told him to pull his head out of his tailpipe. Although I don’t know. He’s a pretty cool old guy.

To sum up this rant, I’d like to encourage every driver, both current and future, to be extremely careful when you’re job hunting. Gone are the days when you can simply ask a recruiter if their company is on paper or e-logs. Now you’ve got to delve deeper. If they’re using e-logs, you’ve got to ask how they’re set up.

You need to find out what activities you have to log, and how long for each task. Obviously, you need to find out what things are done automatically and how things are defaulted. But perhaps the biggest question of all is how much of the e-logs are editable. That’s the biggie. If you’ve got that, you can fix a lot of the other things.

But there’s one question that’s even more important than that. It’s essential to find out how much your e-log unit weighs. Why? Well, you wouldn’t want to throw out your shoulder when you’re chucking it across the parking lot, now would you?

*Not on e-logs yet and got questions about them? Or have them already? How are you liking them. Please leave your thoughts about the bane of my existence. Thanks*

E-logs: A Second Look

January 23, 2011

Well, I knew it would happen sooner or later. I finally got the warning on my e-log unit telling me I had one hour of drive time left. This was bad, because I was fully aware that I wasn’t going to make it to my delivery point before my time ran out. What would happen?

What? You didn’t really expect me to answer that right now, did you? Sucker.

If you want to get caught up with my ongoing journey with e-logs, check out Fear and loathing of electronic logs, where I speculate about my fears of e-logs long before I had them. Next up was my last post, E-logs: My first impression, which was written after I’d had been using e-logs for a few days.

Fast forward to this post. I’ve now been using the system for a little over three weeks. As I’ve already said more times than Angelina has returned from overseas with a new baby on her hip, it’s clear to me that e-logs can be as good or as bad as the company makes them. Guys like my Twitter friends, @Dean0806, @DroidTrucker, and @darkstaff, don’t have the same issues that I have with mine. Perhaps that’s because my company is aspiring to be as flexible as those open-minded fellows in the Gestapo.

As seen in my last post, one of my first and biggest concerns has already reared its butt-ugly head… twice. Or three times, depending how you look at it. As I arrived at the gate to a shipper, I was expecting the e-log system to sense where I was and ask me if I wanted to show arriving there. It didn’t. Our trainer had warned us this might happen every now and then. No biggie. I just manually entered my arrival and changed my duty status to On-Duty.

Now I don’t know about you other drivers, but when I’m only dropping one trailer and grabbing another, I can be in and out of there faster than a bunny rabbit can copulate. Since my company requires me to show 15 minutes at every customer, I’ve gotten in the habit of going to the On-Duty line as soon as I arrive. I usually still end up sitting around for a few minutes while my e-log catches up with me.

This brings up a point of contention. If dropping/hooking a trailer and fueling are both considered On-Duty work, why is it okay for me to show my actual time when I’m fueling, but I have to show 15 full minutes on my e-logs when I’m at a customer? I’d be curious to know if this is a DOT rule or just another case of my e-logs being set up crappier than a daycare’s Diaper Genie. You drivers with e-logs let me know how yours are set up. I’m guessing I’m not going to like what I hear.

So back to my drop/hook. I’m at a fairly large warehouse. It’s not gargantuan, but my trailer is on the far side of the building. As I mentioned in my last post, our system is set to automatically put you on the Driving line after you go one-half mile. If you remember, I thought that my system was still set at 1 mile (the previous set-up), but I was as wrong as a mustard sundae. It’s .5 mile for sure.

Anyway, I made it half-way around before the system automatically moved me to the Driving line. Okay, in reality it asked me if it’s okay to put me on the Driving line. “Well, of course it’s not okay, you hunk-o-junk e-crap machine, but there’s only one option that says OK!” Even if I don’t hit the “OK” button, it puts me on the Driving line anyway. I drove on, hooked up my trailer, and waited until my retarded mandatory 15 minutes were up.

Now I had known this was going to happen sooner or later, so I took the opportunity to test something on the way back to the guard shack. One of my Twitter friends suggested I try to stop before I got the warning, pull the brake for a few minutes, set myself back to On-Duty, and then take off again. I tried it and it worked after I had set still for a few minutes. Still, what a pain. So there was the first time it happened.

The second and third time I got nabbed happened a few nights later. Because these two happened in the middle of a 10-hour break, they had the potential to be much more costly if things didn’t work as planned. I was told to wait for a dock, so being the seasoned trucker that I am, I went onto the Sleep Berth line. You never know how long it’s going to take and you may as well get your break started. Good thing I did, because it was four hours later when I finally got a dock.

As fate would have it, my dock was on the far side of the building again. While my e-logs still showed me being in the bunk, I got about 3/4 of the way to the dock before my beloved e-log unit dropped me down to the Driving line. I ignored it, docked the trailer, and put myself back on the Sleeper Berth line. When I was unloaded, I drove back to the front office, which of course, nabbed me for the third time.

Even though this movement to and from the dock broke up my 10-hour break, I wasn’t too worried about it. Our trainer had told us situations like this would pop up now and then, and that the Safety Department would be happy to fix it, providing of course that they could verify all this moving around had taken place on-site.

But here’s where I goofed. I had moved while my e-logs showed me in the bunk, which, of course, is physically impossible unless your name is Shaq. Safety said I should have moved to the Off-Duty line to move my truck to the dock. I hadn’t known this so I asked if they would change it anyway. They did, but only reluctantly and with a mini-lecture. So lesson learned there.

So… back to my original fear. You know, the one I teased you about in the beginning? I was almost to the customer, but time was counting down. My e-log unit beeped at me again at the 30-minute mark, the 15-minute mark, and started beeping at me every minute starting at the 5-minute mark. The countdown dropped to 1 minute when I was still 5 miles away from the customer.

What was going to happen? I had heard that the unit would beep constantly until you managed to pull over. I was also fairly certain that I’d feel an uncomfortable “tightness” around my neck as a hologram of Darth Vader silently rose from my screen.

Good lord! It felt like that final minute had lasted longer than a Jane Austen film festival! And just when I thought the suspense would kill me, it happened. Nothing. Absolutely… friggin’… nothin’. The counter read “00 minutes.” That was it. No beeping. No flashing red lights. Not even one Vader sighting. I’ve got to admit, I was a little disappointed. Guess I’ll have to try it again soon. You know, strictly for experimental purposes.

I’ve got lots more to say about e-logs, but I’ll do so in some future blog posts. For now, I’ll just say that I hate the .5 mile limit. If they would only boost it back up to 1 mile, the majority of these false starts could be avoided.

When I asked Safety about this, they said they had received about 10 times the reports when it was set at 1 mile. Since each report had to be examined by a real live person, it was more efficient to field the few calls that were coming in. And that’s precisely why I’m telling every driver I see to call into Safety every time their system screws them, even if it’s for only one minute. Heck, you never know when you’ll need an extra minute or two. Last time I went home, I pulled in with two minutes to spare.

As for the second problem, there is absolutely no leeway with e-logs. On paper logs, if I was going to get to a customer a few minutes after my time was up, I just took my time because I knew a few minutes could be accounted for. Heck, I could even make 15 minutes over work. Now, if I pull in at the 11 hour and 15-second mark, I’ll be given a log violation, which goes against my CSA rating. Of course, it’ll go against the company’s too, but I find myself not really caring about that. That’s good for the company’s reputation, right?

I can tell you one thing, I’m a different driver when that clock is ticking down on me. I’ve talked to other drivers who say the same thing. I try not to care about the load and the customers, but I guess the fact that I do is now considered a flaw in my character.

I find myself doing 65 mph on 55 mph back roads, taking exit ramps a bit too fast, and shifting gears like I’m trying out for a spot on a Formula 1 team. None of this is good and I’m a smart enough driver to know it. I’ve just got to convince myself that the load isn’t as important as my driving record or my life. In other words, I have to learn to fail at one aspect of my job in order to excel at the other. Gee, that should bring my job satisfaction level to an all-time high.

*So what has your experiences been with e-logs. Let us all hear your thoughts by leaving a comment. Oh c’mon. I don’t ask for much. Just do it. 😉


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